US20100123465A1 - Automotive battery circuit fault detection - Google Patents
Automotive battery circuit fault detection Download PDFInfo
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- US20100123465A1 US20100123465A1 US12/271,533 US27153308A US2010123465A1 US 20100123465 A1 US20100123465 A1 US 20100123465A1 US 27153308 A US27153308 A US 27153308A US 2010123465 A1 US2010123465 A1 US 2010123465A1
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- battery
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- electrical
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
- G01R31/54—Testing for continuity
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
- G01R31/52—Testing for short-circuits, leakage current or ground faults
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/005—Testing of electric installations on transport means
- G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
Definitions
- the present specification relates generally to the automotive arts. More specifically, the present specification relates to a method and/or system for detecting an open circuit and/or high resistance fault in the ground circuit of a vehicle's electrical system, e.g., a break or discontinuity in the ground wire from the vehicle's battery or otherwise.
- a vehicle's electrical system e.g., a break or discontinuity in the ground wire from the vehicle's battery or otherwise.
- an electrical system of a motor vehicle e.g., an automobile or other vehicle driven by an internal combustion engine
- aspects of the present subject matter are also amenable to other like applications.
- a modern vehicle is also typically provisioned with an electrical system including: (i) a battery which provides a source of electric power for starting the vehicle's engine; and, (ii) one or more electric circuits or loads (e.g., headlights, clocks, electrically powered adjustable components such as seats, mirrors or steering columns, interior cabin lights, electric heaters for seats, mirrors, windows or the like, radios and/or other entertainment systems, electronic memories for recording radio station presets and/or user preferred seat and/or mirror positions, electronic navigation systems, etc.) that may also be selectively powered by the vehicle's battery.
- a battery which provides a source of electric power for starting the vehicle's engine
- one or more electric circuits or loads e.g., headlights, clocks, electrically powered adjustable components such as seats, mirrors or steering columns, interior cabin lights, electric heaters for seats, mirrors, windows or the like, radios and/or other entertainment systems, electronic memories for recording radio station presets and/or user preferred seat and/or mirror positions,
- the vehicle's electrical system also includes an electric generator or other like device that is driven by the engine to produce electric power when the engine is running.
- an electric generator or other like device that is driven by the engine to produce electric power when the engine is running.
- a device is an alternating current generator (ACG), also commonly referred to as an alternator.
- ACG alternating current generator
- the generator or ACG is arranged to selectively provide electric power to the various electrical loads of the vehicle and/or to charge the battery.
- a conventional generator or ACG of the type typically employed in an automotive vehicle is usually free to selectively operate in and/or cycle between one of two voltage output modes, e.g., depending on the operative state of the loads and/or demand for electric power from the generator or ACG.
- the output voltage of the generator or ACG in a first or HI output voltage mode, is typically about 14.5 volts (V), and in a second or LO output voltage mode, the output voltage of the generator or ACG is typically about 12.5 V.
- V volts
- the generator or ACG normally operates in the HI output voltage mode
- the generator or ACG normally operates in the LO output voltage mode.
- the generator or ACG is generally free to selectively cycle between the two modes as the electric power demanded from the generator or ACG varies, e.g., due to changes in the operative states of the various loads.
- a new and improved system and/or method for detecting an open circuit fault in the ground circuit of a vehicle's electrical system.
- a fault detection system for detecting an open circuit or high resistance fault in the ground circuit.
- the fault detection system includes: a controller that controls a voltage output of the generator so as to at least one of restrict or suspend charging or increase or start charging of the battery by the generator for a designated test period; and, determining means for determining a current discharge from the battery or a charging current into the battery during the test period, wherein if the determined current discharge or charging current is less than a given threshold, then an open circuit or high resistance fault is deemed to be detected in the ground circuit.
- a method for detecting an open circuit or high resistance fault in the ground circuit.
- the method includes: controlling a voltage output of the generator so as to at least one of restrict or suspend charging or increase or start charging of the battery by the generator for a designated test period; and, determining a current discharge from or charging current into the battery during the test period, wherein if the determined current discharge or charging current is less than a given threshold, then an open circuit fault is deemed to be detected in the ground circuit.
- FIG. 1 is a schematic diagram showing an exemplary electrical system of a vehicle suitable for practicing aspects of the present disclosed subject matter.
- FIG. 2 is a flow chart showing an exemplary process for detecting an open circuit and/or high resistance fault in a vehicle's electrical system in accordance with aspects of the present disclosed subject matter.
- FIG. 3 is a flow chart showing another exemplary process for detecting an open circuit and/or high resistance fault in a vehicle's electrical system in accordance with aspects of the present disclosed subject matter.
- FIG. 1 shows a schematic diagram of an electric system for a vehicle 6 , e.g., such an automobile or other similar automotive vehicle.
- the vehicle 6 includes an engine 8 (e.g., an internal combustion engine or the like) that drives the vehicle 6 .
- the vehicle 8 is also provisioned with an electrical system including: a battery 10 which suitably provides a source of electrical power for starting the engine 8 of the vehicle 6 (e.g., by selectively providing electric power to the vehicle's ignition system (not shown)); and, one or more electric circuits or loads (not shown) that may also be selectively powered by the vehicle's battery 10 .
- the loads may include: headlights; clocks; electrically powered adjustable components such as seats, mirrors or steering columns; interior cabin lights; electric heaters for seats, mirrors, windows or the like; radios and/or other entertainment systems; electronic memories for recording radio station presets and/or user preferred seat and/or mirror positions; electronic navigation systems; electrically controlled, powered and/or assisted brakes; electrically controlled, powered and/or assisted steering; etc.
- the battery 10 is a nominal 12 volt (V) battery of the type commonly employed in automobiles or may be any other type of battery, e.g., typically used in automotive and/or motor vehicle applications.
- the vehicle 6 also includes an electric generator 12 (e.g., an ACG or alternator or other like device commonly known and/or employed in the automotive or motor vehicle arts) that is driven by the engine 8 to produce electric power when the engine 8 is running.
- the ACG 12 is also operatively connected to the battery 10 and/or the aforementioned electrical loads or otherwise arranged to selectively provide electric power to the aforementioned loads and/or to charge the battery 10 . That is to say, when the engine 8 of the vehicle 6 is running, the engine 8 drives the ACG 12 which in turn normally provides electric current to charge the battery 10 and/or power the various electrical loads.
- the ACG 12 is a dual output mode ACG, capable of outputting or generating electrical power at one of two selected voltages, namely, a HI voltage output (e.g., approximately 14.5 V) and a LO voltage output (e.g., approximately 12.5 V).
- a HI voltage output e.g., approximately 14.5 V
- a LO voltage output e.g., approximately 12.5 V.
- the operation of the ACG 12 cycles between the HI and LO voltage output modes in response to various operating conditions.
- the generator 12 is the type typically employed in an automotive vehicle and under normal operating conditions the generator 12 is free to selectively operate in and/or cycle between one of the two voltage output modes, e.g., depending on the operative state of the loads and/or demand for electric power from the generator 12 .
- the output voltage of the generator 12 is typically about 14.5 V, and in a second or LO output voltage mode, the output voltage of the generator 12 is typically about 12.5 V.
- these voltage values may vary, e.g., depending on the internal or other temperature of the generator 12 .
- the generator 12 under normal operating conditions, when the demand for electric power is relatively high or heavy or when the battery 10 is to be charged, the generator 12 generally operates in the HI output voltage mode, and when the demand for electric power is relatively low or light or when the battery is allowed or desired to discharge, the generator 12 generally operates in the LO output voltage mode.
- the generator 12 is generally free to selectively cycle between the two modes as the electric power demanded from the generator 12 varies, e.g., due to changes in the operative states of the loads.
- the ACG 12 is optionally a linear ACG that outputs an arbitrary voltage, e.g., commanded by a control unit 14 .
- control unit 14 a sensor 16 (e.g., a current sensor or the like) and a ground circuit 18 (e.g., a ground wire or the like).
- the sensor 16 is operatively connected to the battery 10 as shown and/or otherwise arranged under the control of the control unit 14 to selectively measure and/or otherwise obtain a value representative of the charge and/or discharge current of the battery 10 .
- the control unit 14 is operatively connected to both the generator 12 and the sensor 16 to suitably control and/or regulate operation thereof and/or obtain readings of measurements and/or data therefrom.
- the ground circuit 18 optionally comprises a ground wire or other conductor operatively connecting the negative terminal of the battery 10 through the sensor 16 to an electrical ground, e.g., such a frame, chassis and/or body of the vehicle 6 .
- the present inventive subject matter is directed to detecting an open circuit fault or high resistance fault in the ground circuit (e.g., the ground circuit 18 ) of a vehicle's electrical system (e.g., such as the vehicle 6 ).
- the charge or discharge current from the battery 10 is directly measured, indirectly measured and/or estimated from other operating parameters of the vehicle 6 .
- the control unit 14 commands, regulates or otherwise controls the ACG 12 so as to force the ACG 12 to operate for a brief test period in the LO voltage output mode or at an arbitrarily lower voltage, or optionally, the control unit 14 turns the ACG output off altogether during the test period.
- the control unit 14 instructs and/or requests the battery sensor 16 to take a measurement and/or return a reading of the present battery current.
- the obtained battery current is then compared with an expected, estimated and/or typical value (i.e., a threshold value). If the obtained battery current value (e.g., from the sensor 16 ) does not meet or exceed the threshold value, then the ground circuit 18 is deemed to be compromised (i.e., in an open circuit or high resistance fault condition). Suitably, a warning or other appropriate indication of the detected fault condition may then be provided.
- the ACG 12 can be commanded to operate at a higher voltage and the battery charging current can be observed to determine the respective fault condition, more specifically the difference between the previous or pre-test period battery current and the present battery current during the test period.
- the senor 16 directly measures the battery current.
- the battery current may be indirectly measured by sensing or detecting the ACG output current and vehicle's electrical load current, or alternately, the battery current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads.
- aspects of any combination of the three techniques may be combined as appropriate.
- an exemplary process 100 for detecting an open circuit and/or high resistance fault condition in the ground circuit 18 e.g., a break or discontinuity in the ground wire or other like conductor.
- the process is 100 is executed just after or nearly after the vehicle 6 is started (e.g. as detected by activation and/or operation of the vehicle's ignition system) and/or periodically or intermittently thereafter as desired to ensure that the ground circuit 18 is not compromised during otherwise normal operation of the vehicle 6 .
- the control unit 14 temporarily forces the ACG or generator 12 into the LO output voltage mode or optionally turns off, disables, discontinues or otherwise interrupts the output from the ACG 12 to the battery 10 altogether.
- the control unit 14 optionally sends a suitable control or regulating signal to the ACG or generator 12 to achieve the foregoing result. In practice, this state is suitably maintained for a designated test period in which the battery discharge current is measured or otherwise obtained, e.g., at step 104 .
- control unit 14 suitably signals or otherwise permits the ACG or generator 12 to return to a normal operational state, i.e., freely switching or cycling between HI and LO output voltage modes as appropriate (e.g., depending on the demand from the electric loads being supplied electric power thereby).
- the control unit 14 reads a measurement or otherwise obtains a value for the battery discharge current.
- the battery discharge current may be measured directly by the sensor 16 during the test period and supplied to the control unit 14 therefrom.
- the battery discharge current may be indirectly measured by sensing or detecting the ACG output current and the vehicle's electrical load current, or alternately, the battery discharge current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads, or some combination of the aforementioned direct measurement, indirect measurements and/or estimates may be made to obtain and/or establish a value for the battery discharge current during the test period.
- this measured, obtained or otherwise established current for the battery 10 during the test period will be referred to as I BAT herein.
- the I BAT measured, obtained or otherwise established in step 104 is compared to a threshold value (for notation purposes referred to herein as I TH ), e.g., by the control unit 14 .
- I TH is selected, set and/or otherwise determined so as to represent a normal expected, estimated and/or typical value for I BAT under the test circumstances.
- I BAT meets or exceeds I TH , then no open circuit or high resistance fault in the ground circuit 18 is deemed to have been detected, i.e., the ground circuit 18 is deemed “OK” or not compromised by an open circuit or high resistance fault as shown in box 108 .
- I BAT is below or less than I TH
- an open circuit or high resistance fault in the ground circuit 18 is deemed to have been detected, i.e., the ground circuit 18 is deemed to be compromised by an open circuit or high resistance fault as shown in box 110 , e.g., there may be a discontinuity or break in the wire or conductor.
- appropriate remedial action and/or a suitable warning is triggered, e.g., by the control unit 14 .
- a warning light, audible signal or other appropriate indictor perceivable by the vehicle operator is suitably activated or otherwise controlled to alert the vehicle operator of the detected fault condition in the ground circuit 18 .
- FIG. 2 illustrates an exemplary process which is generally applicable when a dual output mode ACG 12 is being employed.
- the exemplary process illustrated in FIG. 3 may optionally be employed.
- FIG. 3 there is shown another exemplary process 200 for detecting an open circuit and/or high resistance fault condition in the ground circuit 18 , e.g., a break or discontinuity in the ground wire or other like conductor.
- the process is 200 is executed just after or nearly after the vehicle 6 is started (e.g. as detected by activation and/or operation of the vehicle's ignition system) and/or periodically or intermittently thereafter as desired to ensure that the ground circuit 18 is not compromised during otherwise normal operation of the vehicle 6 .
- the control unit 14 reads a measurement or otherwise obtains a pre-test period value for the battery current.
- the battery current may be measured directly by the sensor 16 and supplied to the control unit 14 therefrom.
- the battery current may be indirectly measured by sensing or detecting the ACG output current and the vehicle's electrical load current, or alternately, the battery current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads, or some combination of the aforementioned direct measurement, indirect measurements and/or estimates may be made to obtain and/or establish a value for the pre-test period battery current.
- this measured, obtained or otherwise established current for the battery 10 will be referred to as I BAT1 herein.
- the control unit 14 temporarily forces the ACG or generator 12 to vary its output voltage by some selected, set or otherwise determined amount. That is to say, the ACG 12 is commanded by the control unit 14 so as to make the output voltage (V OUT ) of the ACG 12 change by a known amount ( ⁇ V).
- the control unit 14 optionally sends a suitable control or regulating signal to the ACG or generator 12 to achieve the foregoing result. In practice, this state is suitably maintained for a designated test period in which the battery current is measured or otherwise obtained, e.g., at step 204 . Once the test period is completed (i.e., once the test period battery current has been established), then the control unit 14 suitably signals or otherwise permits the ACG or generator 12 to return to a normal operational state.
- the control unit 14 reads a measurement or otherwise obtains a value for the battery current during the test period.
- the battery current may be measured directly by the sensor 16 during the test period and supplied to the control unit 14 therefrom.
- the battery current may be indirectly measured by sensing or detecting the ACG output current and the vehicle's electrical load current, or alternately, the battery current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads, or some combination of the aforementioned direct measurement, indirect measurements and/or estimates may be made to obtain and/or establish a value for the battery current during the test period.
- this measured, obtained or otherwise established current for the battery 10 during the test period will be referred to as I BAT2 herein.
- the difference between I BAT and I BAT2 measured, obtained or otherwise established in steps 201 and 204 is compared to a threshold value (for notation purposes referred to herein as I TH ), e.g., by the control unit 14 .
- I TH is selected, set and/or otherwise determined so as to represent a normal expected, estimated and/or typical difference under the test circumstances.
- the difference meets or exceeds I TH , then no open circuit or high resistance fault in the ground circuit 18 is deemed to have been detected, i.e., the ground circuit 18 is deemed “OK” or not compromised by an open circuit or high resistance fault as shown in box 208 .
- an open circuit or high resistance fault in the ground circuit 18 is deemed to have been detected, i.e., the ground circuit 18 is deemed to be compromised by an open circuit or high resistance fault as shown in box 210 , e.g., there may be a discontinuity or break in the wire or conductor. Accordingly, at step 212 , appropriate remedial action and/or a suitable warning is triggered, e.g., by the control unit 14 .
- a warning light, audible signal or other appropriate indictor perceivable by the vehicle operator is suitably activated or otherwise controlled to alert the vehicle operator of the detected fault condition in the ground circuit 18 .
- controller 14 and/or sensor 16 may be implemented as appropriate hardware circuits or alternately as microprocessors programmed to implement their respective functions.
- certain elements described herein as incorporated together may under suitable circumstances be stand-alone elements or otherwise divided.
- a plurality of particular functions described as being carried out by one particular element may be carried out by a plurality of distinct elements acting independently to carry out individual functions, or certain individual functions may be split-up and carried out by a plurality of distinct elements acting in concert.
- some elements or components otherwise described and/or shown herein as distinct from one another may be physically or functionally combined where appropriate.
Abstract
Description
- The present specification relates generally to the automotive arts. More specifically, the present specification relates to a method and/or system for detecting an open circuit and/or high resistance fault in the ground circuit of a vehicle's electrical system, e.g., a break or discontinuity in the ground wire from the vehicle's battery or otherwise. As can be appreciated, particular application is found in connection with an electrical system of a motor vehicle (e.g., an automobile or other vehicle driven by an internal combustion engine), and the specification makes particular reference thereto. However, it is to be appreciated that aspects of the present subject matter are also amenable to other like applications.
- As is known in the art, many automotive vehicles generally include an internal combustion or other like engine that drives the vehicle. A modern vehicle is also typically provisioned with an electrical system including: (i) a battery which provides a source of electric power for starting the vehicle's engine; and, (ii) one or more electric circuits or loads (e.g., headlights, clocks, electrically powered adjustable components such as seats, mirrors or steering columns, interior cabin lights, electric heaters for seats, mirrors, windows or the like, radios and/or other entertainment systems, electronic memories for recording radio station presets and/or user preferred seat and/or mirror positions, electronic navigation systems, etc.) that may also be selectively powered by the vehicle's battery. Typically, the vehicle's electrical system also includes an electric generator or other like device that is driven by the engine to produce electric power when the engine is running. For example, such a device is an alternating current generator (ACG), also commonly referred to as an alternator. Generally, the generator or ACG is arranged to selectively provide electric power to the various electrical loads of the vehicle and/or to charge the battery.
- A conventional generator or ACG of the type typically employed in an automotive vehicle is usually free to selectively operate in and/or cycle between one of two voltage output modes, e.g., depending on the operative state of the loads and/or demand for electric power from the generator or ACG. For example, in a first or HI output voltage mode, the output voltage of the generator or ACG is typically about 14.5 volts (V), and in a second or LO output voltage mode, the output voltage of the generator or ACG is typically about 12.5 V. Accordingly, when the electric power demand is relatively high or heavy, the generator or ACG normally operates in the HI output voltage mode, and when the electric power demand is relatively low or light, the generator or ACG normally operates in the LO output voltage mode. In customary automotive applications, the generator or ACG is generally free to selectively cycle between the two modes as the electric power demanded from the generator or ACG varies, e.g., due to changes in the operative states of the various loads.
- Generally, the trend is to provide more electronic features and/or devices in a vehicle, which typically results in additional burden on the vehicle's battery and/or electrical system. Moreover, automobiles and/or other motor vehicles have been or are now being developed which additionally make use of the battery and/or electrical system to control, power and/or assist in the operation of features and/or systems which are increasingly important to the safe overall operation, driving and/or other like use of the vehicle (e.g., including electric brakes, electric steering, etc.). Accordingly, it becomes even more prudent to pay meaningful consideration to monitoring the battery and/or electrical system to be sure they are functioning properly.
- Accordingly, a new and improved system and/or method is disclosed for detecting an open circuit fault in the ground circuit of a vehicle's electrical system.
- According to one aspect, in a vehicle having an electrical system including a ground circuit that provides an operative connection from the electrical system to an electrical ground and an electric power generator driven by an engine of the vehicle, the generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle, a fault detection system is provided for detecting an open circuit or high resistance fault in the ground circuit. The fault detection system includes: a controller that controls a voltage output of the generator so as to at least one of restrict or suspend charging or increase or start charging of the battery by the generator for a designated test period; and, determining means for determining a current discharge from the battery or a charging current into the battery during the test period, wherein if the determined current discharge or charging current is less than a given threshold, then an open circuit or high resistance fault is deemed to be detected in the ground circuit.
- According to another aspect, in a vehicle having an electrical system including a ground circuit that provides an operative connection from the electrical system to an electrical ground and an electric power generator driven by an engine of the vehicle, the generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle, a method is provided for detecting an open circuit or high resistance fault in the ground circuit. The method includes: controlling a voltage output of the generator so as to at least one of restrict or suspend charging or increase or start charging of the battery by the generator for a designated test period; and, determining a current discharge from or charging current into the battery during the test period, wherein if the determined current discharge or charging current is less than a given threshold, then an open circuit fault is deemed to be detected in the ground circuit.
-
FIG. 1 is a schematic diagram showing an exemplary electrical system of a vehicle suitable for practicing aspects of the present disclosed subject matter. -
FIG. 2 is a flow chart showing an exemplary process for detecting an open circuit and/or high resistance fault in a vehicle's electrical system in accordance with aspects of the present disclosed subject matter. -
FIG. 3 is a flow chart showing another exemplary process for detecting an open circuit and/or high resistance fault in a vehicle's electrical system in accordance with aspects of the present disclosed subject matter. - Referring now to the drawings, wherein the showings are for purposes of illustrating one or more exemplary embodiments,
FIG. 1 shows a schematic diagram of an electric system for avehicle 6, e.g., such an automobile or other similar automotive vehicle. As shown, thevehicle 6 includes an engine 8 (e.g., an internal combustion engine or the like) that drives thevehicle 6. Thevehicle 8 is also provisioned with an electrical system including: abattery 10 which suitably provides a source of electrical power for starting theengine 8 of the vehicle 6 (e.g., by selectively providing electric power to the vehicle's ignition system (not shown)); and, one or more electric circuits or loads (not shown) that may also be selectively powered by the vehicle'sbattery 10. For example, the loads may include: headlights; clocks; electrically powered adjustable components such as seats, mirrors or steering columns; interior cabin lights; electric heaters for seats, mirrors, windows or the like; radios and/or other entertainment systems; electronic memories for recording radio station presets and/or user preferred seat and/or mirror positions; electronic navigation systems; electrically controlled, powered and/or assisted brakes; electrically controlled, powered and/or assisted steering; etc. Suitably, thebattery 10 is a nominal 12 volt (V) battery of the type commonly employed in automobiles or may be any other type of battery, e.g., typically used in automotive and/or motor vehicle applications. - The
vehicle 6 also includes an electric generator 12 (e.g., an ACG or alternator or other like device commonly known and/or employed in the automotive or motor vehicle arts) that is driven by theengine 8 to produce electric power when theengine 8 is running. In the illustrated embodiment, the ACG 12 is also operatively connected to thebattery 10 and/or the aforementioned electrical loads or otherwise arranged to selectively provide electric power to the aforementioned loads and/or to charge thebattery 10. That is to say, when theengine 8 of thevehicle 6 is running, theengine 8 drives the ACG 12 which in turn normally provides electric current to charge thebattery 10 and/or power the various electrical loads. - Suitably, the
ACG 12 is a dual output mode ACG, capable of outputting or generating electrical power at one of two selected voltages, namely, a HI voltage output (e.g., approximately 14.5 V) and a LO voltage output (e.g., approximately 12.5 V). Customarily, the operation of theACG 12 cycles between the HI and LO voltage output modes in response to various operating conditions. More specifically, thegenerator 12 is the type typically employed in an automotive vehicle and under normal operating conditions thegenerator 12 is free to selectively operate in and/or cycle between one of the two voltage output modes, e.g., depending on the operative state of the loads and/or demand for electric power from thegenerator 12. For example, in a first or HI output voltage mode, the output voltage of thegenerator 12 is typically about 14.5 V, and in a second or LO output voltage mode, the output voltage of thegenerator 12 is typically about 12.5 V. Optionally, these voltage values may vary, e.g., depending on the internal or other temperature of thegenerator 12. In a suitable embodiment, under normal operating conditions, when the demand for electric power is relatively high or heavy or when thebattery 10 is to be charged, thegenerator 12 generally operates in the HI output voltage mode, and when the demand for electric power is relatively low or light or when the battery is allowed or desired to discharge, thegenerator 12 generally operates in the LO output voltage mode. That is to say, under normal operating conditions, thegenerator 12 is generally free to selectively cycle between the two modes as the electric power demanded from thegenerator 12 varies, e.g., due to changes in the operative states of the loads. Alternately, the ACG 12 is optionally a linear ACG that outputs an arbitrary voltage, e.g., commanded by acontrol unit 14. - Also illustrated in
FIG. 1 , are thecontrol unit 14, a sensor 16 (e.g., a current sensor or the like) and a ground circuit 18 (e.g., a ground wire or the like). Suitably, thesensor 16 is operatively connected to thebattery 10 as shown and/or otherwise arranged under the control of thecontrol unit 14 to selectively measure and/or otherwise obtain a value representative of the charge and/or discharge current of thebattery 10. As shown, thecontrol unit 14 is operatively connected to both thegenerator 12 and thesensor 16 to suitably control and/or regulate operation thereof and/or obtain readings of measurements and/or data therefrom. Suitably, as illustrated, theground circuit 18 optionally comprises a ground wire or other conductor operatively connecting the negative terminal of thebattery 10 through thesensor 16 to an electrical ground, e.g., such a frame, chassis and/or body of thevehicle 6. - Generally, the present inventive subject matter is directed to detecting an open circuit fault or high resistance fault in the ground circuit (e.g., the ground circuit 18) of a vehicle's electrical system (e.g., such as the vehicle 6). To achieve the aforementioned fault detection, the charge or discharge current from the
battery 10 is directly measured, indirectly measured and/or estimated from other operating parameters of thevehicle 6. More specifically, in one suitable embodiment, just after thevehicle 6 has been started (and periodically or intermittently thereafter), thecontrol unit 14 commands, regulates or otherwise controls theACG 12 so as to force theACG 12 to operate for a brief test period in the LO voltage output mode or at an arbitrarily lower voltage, or optionally, thecontrol unit 14 turns the ACG output off altogether during the test period. In any case, at this point (i.e., during the test period), a battery discharge current larger than zero will generally be experienced or otherwise achieved. Accordingly, during the test period, thecontrol unit 14 instructs and/or requests thebattery sensor 16 to take a measurement and/or return a reading of the present battery current. The obtained battery current is then compared with an expected, estimated and/or typical value (i.e., a threshold value). If the obtained battery current value (e.g., from the sensor 16) does not meet or exceed the threshold value, then theground circuit 18 is deemed to be compromised (i.e., in an open circuit or high resistance fault condition). Suitably, a warning or other appropriate indication of the detected fault condition may then be provided. Alternately, the ACG 12 can be commanded to operate at a higher voltage and the battery charging current can be observed to determine the respective fault condition, more specifically the difference between the previous or pre-test period battery current and the present battery current during the test period. - With regard to the embodiment shown in
FIG. 1 , suitably thesensor 16 directly measures the battery current. However, in other suitable embodiments, the battery current may be indirectly measured by sensing or detecting the ACG output current and vehicle's electrical load current, or alternately, the battery current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads. In yet other suitable embodiment, aspects of any combination of the three techniques may be combined as appropriate. - With reference to
FIG. 2 , there is shown anexemplary process 100 for detecting an open circuit and/or high resistance fault condition in theground circuit 18, e.g., a break or discontinuity in the ground wire or other like conductor. Suitably, the process is 100 is executed just after or nearly after thevehicle 6 is started (e.g. as detected by activation and/or operation of the vehicle's ignition system) and/or periodically or intermittently thereafter as desired to ensure that theground circuit 18 is not compromised during otherwise normal operation of thevehicle 6. - Suitably, at a
first step 102 in theprocess 100, thecontrol unit 14 temporarily forces the ACG orgenerator 12 into the LO output voltage mode or optionally turns off, disables, discontinues or otherwise interrupts the output from theACG 12 to thebattery 10 altogether. For example, thecontrol unit 14 optionally sends a suitable control or regulating signal to the ACG orgenerator 12 to achieve the foregoing result. In practice, this state is suitably maintained for a designated test period in which the battery discharge current is measured or otherwise obtained, e.g., atstep 104. Once the test period is completed (i.e., once the battery discharge current has been established), then thecontrol unit 14 suitably signals or otherwise permits the ACG orgenerator 12 to return to a normal operational state, i.e., freely switching or cycling between HI and LO output voltage modes as appropriate (e.g., depending on the demand from the electric loads being supplied electric power thereby). - As illustrated, at
step 104, thecontrol unit 14 reads a measurement or otherwise obtains a value for the battery discharge current. For example, the battery discharge current may be measured directly by thesensor 16 during the test period and supplied to thecontrol unit 14 therefrom. Alternately, the battery discharge current may be indirectly measured by sensing or detecting the ACG output current and the vehicle's electrical load current, or alternately, the battery discharge current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads, or some combination of the aforementioned direct measurement, indirect measurements and/or estimates may be made to obtain and/or establish a value for the battery discharge current during the test period. In any event, for notation purposes, this measured, obtained or otherwise established current for thebattery 10 during the test period will be referred to as IBAT herein. - At
decision step 106, the IBAT measured, obtained or otherwise established instep 104 is compared to a threshold value (for notation purposes referred to herein as ITH), e.g., by thecontrol unit 14. Suitably, ITH is selected, set and/or otherwise determined so as to represent a normal expected, estimated and/or typical value for IBAT under the test circumstances. As illustrated in the flow chart ofFIG. 2 , if IBAT meets or exceeds ITH, then no open circuit or high resistance fault in theground circuit 18 is deemed to have been detected, i.e., theground circuit 18 is deemed “OK” or not compromised by an open circuit or high resistance fault as shown inbox 108. Alternately, if IBAT is below or less than ITH, then an open circuit or high resistance fault in theground circuit 18 is deemed to have been detected, i.e., theground circuit 18 is deemed to be compromised by an open circuit or high resistance fault as shown inbox 110, e.g., there may be a discontinuity or break in the wire or conductor. Accordingly, atstep 112, appropriate remedial action and/or a suitable warning is triggered, e.g., by thecontrol unit 14. In one suitable embodiment, for example, a warning light, audible signal or other appropriate indictor perceivable by the vehicle operator (e.g., on the vehicle's dashboard, instrument panel or elsewhere within the vehicle cabin) is suitably activated or otherwise controlled to alert the vehicle operator of the detected fault condition in theground circuit 18. - As can be appreciated from the foregoing description,
FIG. 2 illustrates an exemplary process which is generally applicable when a dualoutput mode ACG 12 is being employed. In an alternate embodiment, e.g., when alinear ACG 12 is being employed, the exemplary process illustrated inFIG. 3 may optionally be employed. - With reference to
FIG. 3 , there is shown anotherexemplary process 200 for detecting an open circuit and/or high resistance fault condition in theground circuit 18, e.g., a break or discontinuity in the ground wire or other like conductor. Suitably, the process is 200 is executed just after or nearly after thevehicle 6 is started (e.g. as detected by activation and/or operation of the vehicle's ignition system) and/or periodically or intermittently thereafter as desired to ensure that theground circuit 18 is not compromised during otherwise normal operation of thevehicle 6. - As illustrated, at
step 201, thecontrol unit 14 reads a measurement or otherwise obtains a pre-test period value for the battery current. For example, the battery current may be measured directly by thesensor 16 and supplied to thecontrol unit 14 therefrom. Alternately, the battery current may be indirectly measured by sensing or detecting the ACG output current and the vehicle's electrical load current, or alternately, the battery current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads, or some combination of the aforementioned direct measurement, indirect measurements and/or estimates may be made to obtain and/or establish a value for the pre-test period battery current. In any event, for notation purposes, this measured, obtained or otherwise established current for thebattery 10 will be referred to as IBAT1 herein. - Suitably, at
step 202 in theprocess 200, thecontrol unit 14 temporarily forces the ACG orgenerator 12 to vary its output voltage by some selected, set or otherwise determined amount. That is to say, theACG 12 is commanded by thecontrol unit 14 so as to make the output voltage (VOUT) of theACG 12 change by a known amount (ΔV). For example, thecontrol unit 14 optionally sends a suitable control or regulating signal to the ACG orgenerator 12 to achieve the foregoing result. In practice, this state is suitably maintained for a designated test period in which the battery current is measured or otherwise obtained, e.g., atstep 204. Once the test period is completed (i.e., once the test period battery current has been established), then thecontrol unit 14 suitably signals or otherwise permits the ACG orgenerator 12 to return to a normal operational state. - As illustrated, at
step 204, thecontrol unit 14 reads a measurement or otherwise obtains a value for the battery current during the test period. For example, the battery current may be measured directly by thesensor 16 during the test period and supplied to thecontrol unit 14 therefrom. Alternately, the battery current may be indirectly measured by sensing or detecting the ACG output current and the vehicle's electrical load current, or alternately, the battery current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads, or some combination of the aforementioned direct measurement, indirect measurements and/or estimates may be made to obtain and/or establish a value for the battery current during the test period. In any event, for notation purposes, this measured, obtained or otherwise established current for thebattery 10 during the test period will be referred to as IBAT2 herein. - At
decision step 206, the difference between IBAT and IBAT2 measured, obtained or otherwise established insteps control unit 14. Suitably, ITH is selected, set and/or otherwise determined so as to represent a normal expected, estimated and/or typical difference under the test circumstances. As illustrated in the flow chart ofFIG. 3 , if the difference meets or exceeds ITH, then no open circuit or high resistance fault in theground circuit 18 is deemed to have been detected, i.e., theground circuit 18 is deemed “OK” or not compromised by an open circuit or high resistance fault as shown inbox 208. Alternately, if the difference is below or less than ITH, then an open circuit or high resistance fault in theground circuit 18 is deemed to have been detected, i.e., theground circuit 18 is deemed to be compromised by an open circuit or high resistance fault as shown inbox 210, e.g., there may be a discontinuity or break in the wire or conductor. Accordingly, atstep 212, appropriate remedial action and/or a suitable warning is triggered, e.g., by thecontrol unit 14. In one suitable embodiment, for example, a warning light, audible signal or other appropriate indictor perceivable by the vehicle operator (e.g., on the vehicle's dashboard, instrument panel or elsewhere within the vehicle cabin) is suitably activated or otherwise controlled to alert the vehicle operator of the detected fault condition in theground circuit 18. - It is to be appreciated that in connection with the particular exemplary embodiments presented herein certain structural and/or function features are described as being incorporated in defined elements and/or components. However, it is contemplated that these features may, to the same or similar benefit, also likewise be incorporated in common elements and/or components where appropriate. For example, the
sensor 16 andcontroller 14 may suitably be integrated together. It is also to be appreciated that different aspects of the exemplary embodiments may be selectively employed as appropriate to achieve other alternate embodiments suited for desired applications, the other alternate embodiments thereby realizing the respective advantages of the aspects incorporated therein. - It is also to be appreciated that particular elements or components described herein may have their functionality suitably implemented via hardware, software, firmware or a combination thereof. For example, the
controller 14 and/orsensor 16 may be implemented as appropriate hardware circuits or alternately as microprocessors programmed to implement their respective functions. Additionally, it is to be appreciated that certain elements described herein as incorporated together may under suitable circumstances be stand-alone elements or otherwise divided. Similarly, a plurality of particular functions described as being carried out by one particular element may be carried out by a plurality of distinct elements acting independently to carry out individual functions, or certain individual functions may be split-up and carried out by a plurality of distinct elements acting in concert. Alternately, some elements or components otherwise described and/or shown herein as distinct from one another may be physically or functionally combined where appropriate. - In short, it will be appreciated that various of the above-disclosed and other features and functions, or alternatives thereof, may be desirably combined into many other different systems or applications. Also that various presently unforeseen or unanticipated alternatives, modifications, variations or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.
Claims (20)
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US12/271,533 US9000771B2 (en) | 2008-11-14 | 2008-11-14 | Automotive battery circuit fault detection |
PCT/US2009/031525 WO2009094367A1 (en) | 2008-01-22 | 2009-01-21 | Systems and methods to control electrical systems of vehicles |
EP09703475A EP2238668A4 (en) | 2008-01-22 | 2009-01-21 | Systems and methods to control electrical systems of vehicles |
JP2010549685A JP5351904B2 (en) | 2008-01-22 | 2009-01-21 | System and method for controlling an electrical system of a vehicle |
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US12/271,533 US9000771B2 (en) | 2008-11-14 | 2008-11-14 | Automotive battery circuit fault detection |
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